Car-underframe.



ALLISON. GAR UNDERFRAME.

APPLICATION FILED FEB.-25, 1910.

Patented Oct. 6, 1914.

2 SHEETS SHEET 1.

THE NORRIS PETERS 50., PHDTO-LITHO., WASHINGTON. D. c.

J. ALLISON.

OAR UNDERFRAME.

APPLIOATION FILED PEB.25, 1910.

Patented Oct. 6, 1914.

2 BH-EETSSHEET 2.

mvzmoa I THE NOk RIS PETE C0,. FHOTO-LITHO,, WASHINGTON. B4 c.

UNITE STATES PATENT @FFTQ,

JOHN ALLISON, OF DRAVOSBURG, PENNSYLVANIA, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO PITTSBURGH EQUIPMENT COMILANY, OE PITTSBURGH, PENNSYLVANIA,

A. CORPGRATION 0F PENNSYLVANIA.

CAR-UNDERFRAME.

Specification of Letters Patent.

Patented Get. 6, 1914.

To all whom 1' t may concern:

Be it known that 1, JOHN ALLISON, a resident of Dravosburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in CarUnderframes, of which the following is a specification.

An object of my invention is to provide a new and improved car underframe, particu-. larly designed for railway passenger cars comprisingin an integral metallic structure, a body-bolster and the forward underframing of a car.

Other objects of the present inventionare to provide, in combination with an underframe of the class mentioned, separable truss-rod anchors and a platform buffingmember or end-sill. p

In the accompanying drawings, which illustrate an application of my invention Figure 1, is a plan of one end portion of a car underframe construction embodying my invention; Fig. 2, a side elevational view of same; F 8, a longitudinal sectional view taken on line Ill-lll of Fig. :1; Fig. 4, an

end elevational view of the forward end of the underframe; Figs. 5, 6, and 7, transverse sectional views respectively taken on lines V-V, VIVI, and VII of Fig. l; and Figs. 8 and 9 respectively plan and side views of truss-rod anchors.

As illustrated and as preferred each end portion of my underframe comprises an integral metallic skeleton structure preferably formed of cast-steel and of platformlike form. The structure comprises two centrally disposed longitudinally extending parallel main beams or sills 2, a rear endmember 3, a front-member 4, and side members 5 connecting the rear end and front members.

As shown, the main beams 2 extend throughout the length of the underframe portion and are connected over the centerplate 6 of the body-bolster portion by a webmember 7. The double body-bolster portion of the underframe comprises, in addition to the rear end-member 3 and portions of the side members 5, a cross or transverse beam 8 and webmembers 9 extending outwardly from the respective longitudinal beams 2 to 1116 side-members '10 connecting the respective main beams 2 into the above described structure are clearly shown by the several sectional views ofthe drawings, but I do not desire to limit myself to beams having the particular cross-section illustrated.

The main beams 2 project forwardly of the end-member 4 and enter into the formation of the platform construction of the underframe. As shown by Figs. 2 and 3 the portion 11 of each of the beams 2 lying forward of the end-member 4 is deeper than the remaining portion of the beam and extends to a higher vertical plane than theplanes of the upper surfaces of the other parts of the underframe.

By this construction I provide in a single metallic structure the component parts of the entire underframing for one end of a car.

If desired the platform end-sill or buffer may be formed integral with the ends of the extended portions of the main-beams 2, but this sill 12 as shown and as preferred comprises a separate casting or member suitably connected with said ends.

13 designates platform beams and as shown are of I-beam form and extend through openings formed in bolster member 8 and the forward endmember 4.

Projecting outwardly from the rear end of the underframe portions proper I provide at each side of said portions truss rod anchors 14 designed to connect with truss-rods 15. The preferred form of anchors 14 and the manner of connecting them to the end portions underframe are particulaly shown by Figs. 8 and 9. As illustrated by said Figs. 8 and 9, the anchors or members 14 at their inner ends are each provided with a rounded lug or boss a adapted to engage two curved projections 6 extending downwardly from the underside of the side-sills 5. The anchors 14 are provided with holes 0 through which bolts, not shown, are passed to secure said members 14 to the side-sills of the ear. The outer ends of the members 14 are forked to receive an end of the trussrod 15 and the forked portions are provided with holes adapted to receive a bolt 16 whereby the truss-rod is secured to the respective anchors.

By the employment of the members or anchors 1 li'or securing the truss-rods, taken in connection with the construction illustrated, it is unnecessary, as has heretofore 5 been the p acticc to drill holes in the underit'rame casting for the reception of: bolts for the purpose of securing the truss-rods.

As illustrated, the end 3 of the casting is provided with holes adapted to receive bolts,

but these holes are formed in the ends 3 during the operation of casting the integral end portion of theunderframe.

hat I claim is:

1. In an under-frame for cars, a double body-bolster portion having an inner end member, a platform portion, and an inter mediate portion comprising the end member of the underframe and a transverse member, all formed as an integral. metallic structure,

integral side members connecting said end members, integral centrally disposed beams extending longitudinally of the car and con necting the said end members, said beams each having a portion projecting beyond the end member of the undertrame, said projecting portion being of greater depth than the remaining portion of the beam,

2. In an underframe for cars, a double body-bolster portion having an inner end '30 member, a platform portion, and an intermembers, integral beams extending longitudinally of the car and connecting the said end members, said beams each having a portion projecting beyond the end member of the underframe, said projecting portion being of greater depth than the remaining portion of the beam, an integral recessed transversely extending member on the body bolster portion connecting the longitudinally extending beams, and a separable center plate casting disposed in the recess of the said connecting member.

3. The combination of a railway car underframe comprising a body bolster portion integral with the car under-frame, of a. head seat formed integral with the body bolster portion, and a truss-rod anchor provided With a head engaging the seat on the body bolster, said truss-rod anchor projecting beyond the body bolster portion.

4.. A railway car underframe provided with an integral body bolster portion, a head-seat integral with the body bolster portion, a truss-rod anchor formed With a head engaging the head-seat, and means for securing the truss-rod anchor rigidly to the underframe.

In testimony whereof I aflix my signature in presence of two Witnesses.

JOHN ALLISON.

Witnesses A. O. lVAY, W. G. DOOLITTLE.

m Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. G. 

